Well here are some results for the Vargas Stage III upgrade that has caused the N54 forum section to basically be engaged in chaos for the past few months. From accusations of vaporware, to comparison to single turbo upgrades, to countless other arguments the day has come and the Stage III Vargas Turbo upgrade dyno'd on 91 octane with no meth 572 horsepower to the rear wheels. This is with a Cobb flash tuned by BimmerBoost vendor Pro-Tuning Freaks.

Impressive? Yep, sure is and this seems to also be a 91 octane pump gas only world record for the N54. Now keep in mind this is just the beginning. What will it do with meth? What will do on E85? What will it do with race gas and big boost? What about different turbos? Sky appears to be the limit but for now this kind of performance on pump gas sure is a big boost (hah, get it?) to the N54 scene.

Congratulations to all involved, Vargas Turbo Tech, Pro-Tuning Freaks, Cobb, and just the N54 community as well. The impossible just became possible. Pictures, video, and dynograph below.

Cobb OTS maps won't work on this kit. Boost control and all other related tables in the DME required a significant amount of work and attention. I am really glad though that we've pulled this off right through the DME without requiring help from external devices.

What I meant was for you to make and release your own OTS maps for these kits. Just basic 91-93, and 100. Something that folks can use right away after buying and installing the kit. If they need more power, or a more fine tuned custom map, then they can use PTF to make to those maps on a dyno.

Originally Posted by dzenno@ProTUNING Freaks

Couple key things we noticed on the fuel end. Going past this power level causes HPFP fuel pressure to start to drop. We've logged both LPFP Actual and HPFP Actual on multiple runs. With Tony's parallel LPFP setup in the tank (OEM+Walbro) the LPFP Actual pressure is staying on target (and slightly above actually) without dropouts.

Well just grab a 1M HPFP, and it's an easy swap, problem solved. Now for your 800+whp glory run, forget about the alcohols, ditch the 02 sensors and use C16.

What I meant was for you to make and release your own OTS maps for these kits. Just basic 91-93, and 100. Something that folks can use right away after buying and installing the kit. If they need more power, or a more fine tuned custom map, then they can use PTF to make to those maps on a dyno.

I am sure they will have base starting tunes, but At the stage 3 power levels on 93, 100, and e85, a custom tune is a must. Why spent 10k plus on mods and then skim on $250? Every car is unique, get the thing can can be the difference between long term reliable safe power and potential unsafe tuning right.

What year is the car they are working on dummy? Do you notice how several part numbers have others above it that say ended? You just go in there and type in part numbers, and see they are all listed as the same, because that's the one currently being produced. Try searching by year, or taking a closer look before you try to rebuttal. And for Gods sake, please Don't ever quote me.

We were doing all initial testing at 11:1 (richer than typical) 18psi dialing in boost control, keeping timing ultra conservative. We're targeting 12:1 now 24-25psi without any noticeable change in timing corrections.

LPFP pressure actually seems to go up to 80-90 under full load and that side really doesn't seem to be an issue "pressure" wise. Tony's setup is a parallel one and the only thing I could suggest at this point experimentally is to add in a wider fuel line to carry more fuel to the HPFP. Regulator may also be a great idea to look into and test.

If low pressure is really going up to 80-90psi then he is overrunning the regulator with his pumps which should also be corrected. I'm not sure how the DME reacts to seeing higher than target low pressure like that. It might lower the pump PWM. Keep an eye on it. Ideally you'd want to bias the low pressure signal back to the dme to keep it observing around 72psi. If 90psi isn't enough try 100psi, etc. His parallel fuel pumps can probably support it. A higher low pressure should allow the high pressure pump to increase flow. Remember a wider line won't do anything. If you had a volume problem, low fuel pressure would drop. It's read at the high pressure pump inlet. But while he is rigging up a new regulator there are a few bits of 1/4" line in tank that should be replaced for 5/16" line.

...and oh yeah, the part number was changed BEFORE the release of the 1M. So there is no way the 1M part number is different!

Originally Posted by Turkeybaster115

You just go in there and type in part numbers, and see they are all listed as the same. Try searching by year, or taking a closer look before you try to rebuttle. And for Gods sake, please Don't ever quote me.

I did search by year! Of course I searched by year. Who keeps part numbers in their head. Do yourself a favor. Find the HPFP for a 2007 335i and a 2011 335is, and for 2011 1M, by navigating via model years. Tell me what you arrive at.

What year is the car they are working on dummy? Do you notice how several part numbers have others above it that say ended? You just go in there and type in part numbers, and see they are all listed as the same, because that's the one currently being produced. Try searching by year, or taking a closer look before you try to rebuttal. And for Gods sake, please Don't ever quote me.

I have no dog in this fight, but you didn't say "just grab the latest version of the N54 pump", you said "just grab a 1M pump" clearly suggesting -- at least to me -- that the 1M had a different pump than other N54-motored models.

I have no dog in this fight, but you didn't say "just grap the latest version of the N54 pump", you said "just grab a 1M pump" clearly suggesting -- at least to me -- that the 1M had a different pump than other N54-motored models.

I have no dog in this fight, but you didn't say "just grab the latest version of the N54 pump", you said "just grab a 1M pump" clearly suggesting -- at least to me -- that the 1M had a different pump than other N54-motored models.

Just my two cents.

Neil

The 1M/335I/and post 2010 335I all share the same part numbers. But if you look at say a water pump, or HPFP from my car which was made in 2006, and compare it to the current ones, you will see big differences.

...and oh yeah, the part number was changed BEFORE the release of the 1M. So there is no way the 1M part number is different!.

Think before you write. Even if they were the same, you don't know the mileage of the 335I they are working on. Chances are it could be well over 50K. We don't all have low mileage occasional "autocross", crashed, and repaired vehicles. An HPFP at 8K miles, and one at 60K miles, are two different animals. And why do you think the HPFP was recalled? Don't you realize that the part was redesigned?

Now for your 800+whp glory run, forget about the alcohols, ditch the 02 sensors and use C16.

The DME is 100% closed loop fueling, It's not as easy as it is on 95% of the other platforms out there to just disable the O2 sensors.

Not only that, but no way in hell would i give up factory widebands and, technologically speaking, go back in time 15 years when there are much better alternatives than leaded fuels that don't kill O2 sensors

The 1M/335I/and post 2010 335I all share the same part numbers. But if you look at say a water pump, or HPFP from my car which was made in 2006, and compare it to the current ones, you will see big differences.

Where have you been in the bast 3 years? BMW issued several different versions of the HPFP which was failing in earlier models. The latest HPFP version, coupled with software and injector recalls cures the major fiasco BMW had on their hands. This was resolved in 2010. All new N54 motors that come out of the factory will have the latest part numbers. This is how recalls work, whether its for an airbag or fuel pump.

Your posts suggest that there is a difference in output and performance in the 1M fuel pump, when in fact there is none. ALL fuel pumps are the same. If your car does not have the latest pump, it is because you did not receive a recall letter from your BMW dealer to get it replaced.

Think before you write. Even if they were the same, you don't know the mileage of the 335I they are working on. Chances are it could be well over 50K. We don't all have low mileage occasional "autocross", crashed, and repaired vehicles. An HPFP at 8K miles, and one at 60K miles, are two different animals. And why do you think the HPFP was recalled? Don't you realize that the part was redesigned?

I am fully aware of that. What I am trying to say is (and Neil thinks the same way) that your posts suggests that the 1M pump has a higher output or is somehow beefer, stronger, makes more power than the other pumps which is simply not true.

The DME is 100% closed loop fueling, It's not as easy as it is on 95% of the other platforms out there to just disable the O2 sensors.

Not only that, but no way in hell would i give up factory widebands and, technologically speaking, go back in time 15 years when there are much better alternatives than leaded fuels that don't kill O2 sensors

EXACTLY my thoughts. Turkeybaster somehow thinks he can easily ditch the O2 sensors and run open loop all the time. Idiotic idea at best.

The 1M/335I/and post 2010 335I all share the same part numbers. But if you look at say a water pump, or HPFP from my car which was made in 2006, and compare it to the current ones, you will see big differences.

No, you won't. You might find a 335i that hasn't had a HPFP recall yet, but BMW has gone through quite a few model #s on the HPFP part. This is why you're seeing different part numbers. There is no other HPFP out there right now for this platform. End of discussion.

We can hope that the new M3/M4 cars have one compatible with the N54, because it will undoubtedly be beefed up. Or unless someone figures out how to rig up two HPFPs running en-tandem.